Index Issue 2017-2018

ARAI – Center of Excellence for Electric Mobility

Friction Measurement Facility at ARAI

Retained Austenite and its Measurement

Calibration Laboratory at ARAI

Failure Analysis and Residual Stress Measurement Facilities at ARAI-Forging Industry Division

Virtual Calibration Facility at Virtual Calibration Centre (VCC)

Evaluation of Electric Vehicle Conductive Charges (AC/DC)

Manufacturing Process Parameter Design by Dilatometry Technique

International Transportation Electrification Conference (ITEC) India 2017

Form Talysurf i-Series – Surface Roughness & Contour Measuring Instrument

Symposium on International Automotive Technology (SIAT) 2019

ARAI Crash Lab Gets Busy with Certification, Development, Validation and Benchmarking Crash Testing

Services

Setting up Environment Research Laboratory (ERL) for focused Research in the field of Environment Pollution

Control

ARAI - Center of Excellence for Electric Mobility

In line with National Electric Mobility Mission and thrust of Government of India on Electric Mobility, rapid

growth in Electric Vehicle development is envisaged in India.

ARAI, premier Automotive R&D and Certification Institute in the country, has set up Center of Excellence

(CoE) for Electric Mobility to support automotive industry for development, evaluation and certification of

Electric Vehicles. This Center of Excellence houses comprehensive state-of-the-art facilities for vehicles (2-

wheelers, 3-wheelers, passenger cars, buses and commercial vehicles), their components such as traction

batteries, motors, controllers, chargers, etc. The center also has capabilities in the area of light weighting,

structural integrity, materials, simulation, etc. which are important for electric vehicle development.

Battery Performance and Safety Testing

Evaluation Testing of EV Traction Batteries as per AIS 048, ECE R100, USABC, FreedomCAR Battery

Test Manual, SAE J2464, UN38.3, ISO 12405, IEC and UL standards at Cell Level and Battery Pack

Level for different battery chemistries such as lead acid, Li-ion, NiMH, etc. under environmental

conditions.

Performance testing, life cycle testing, safety/abuse (Thermal, Electrical, Mechanical) testing.

Material characterization of battery electrodes and electrolytes for elemental, thermal, topographical

analysis.

30 Channel Cell level Test System

EUCAR Level 6 Environmental Chamber

800V / 600A, 250 kW Pack Level

Test System

Electric Motor Characterization

Net Power, 30 Min Power and efficiency as

per AIS 041 and ECE R85.

Reliability, durability and overload capacity.

Dynamic behavior and dynamic

measurements.

Evaluation of torque speed characteristics of

electric motors, torque analysis.

Power and efficiency maps of electric motors

and converters/Motor Controller.

Cold start performance measurement

Testing of regenerative braking.

Blocking tests

Thermal Characteristics

Overload Capacity

150kW and 220kW E-Motor Test bed With Environmental Chamber

Vehicle Performance and Homologation as per CMVR on Chassis Dynamometer and Test Tracks (2

Wheeler, 3 Wheeler, 4 Wheeler Passenger cars, Commercial Vehicles and Buses)

Electric Energy Consumption as per AIS 039 and ECE R101

Electric Range measurement as per AIS 040 and ECE R101

Power at Wheels as per AIS 041

Brakes, Gradeability, Pass-by Noise

Constructional and functional safety, EMC

Power Meter

Charger Testing and Certification

Testing as per AIS 138 Part 1 and Part 2

Testing as per Bharat EV Charger Specifications AC001 and DC001

Electric Vehicle Development

Competency in Electric vehicle development for,

Component (Motor, Battery) sizing and specifications using simulation tools

Control System development

System integration

Vehicle calibration

Lithium Ion Battery Technology from Space to Automotive

Chassis Design and Development for Electric City Bus

Electric Bus Chassis Layout

Design of Bus chassis for maximum strength and minimum weight

Modular design of Chassis for compatibility of different Power pack viz. Electric/Other Fuels

Seamless Vehicle Integration Capabilities considering all External & Internal Packaging with chassis

Component Sizing

Design of Bus chassis for maximum strength and minimum weight

Modular design of Chassis for compatibility of different Power pack viz. Electric/Other Fuels

Seamless Vehicle Integration Capabilities considering all External & Internal Packaging with chassis

aggregates

Vehicle Performance Prediction viz. Tractive effort calculation for Motor selection including wheel slip,

Steering performance predictions

Driveline calculations & selection

Brake calculations considering Electric bus weight distribution

Steering system kinematic analysis using MBD. Prediction of Bounce steer, Re-bounce steer, under

steer, over steer, etc.

CAE analysis of Electrical Bus Chassis as per standard load cases

Optimization of chassis with virtual

Rechargeable Energy Storage System (REESS) Evaluation using CAE

Four Poster durability of Electric Vehicle in Climatic Chamber for structural adequacy

Laboratory Simulation of Roads & tracks for Durability Evaluation

Environmental simulation for temperature, humidity and sunlight

Suspension Evaluation of Electric vehicles using Multi axis Technique

Evaluation of Battery Structure and supports

using Multi-axis Shaker table “MAST”

Evaluation of REESS (Battery Pack) main

components.

Battery Disconnect Unit (BDU)

Battery Array consisting of

o Battery Cells (Li-ion or Lead

Acid)

o Separating Shield

o Locking Structure (Bolts)

Battery Management System

Battery Tray (for Mounting)

Battery Casing (for Packaging)

To understand various frictional power losses of different components of IC engine and overall frictional power

of the engine, friction measurement of Internal Combustion (IC) engine is essential.

This activity is quite critical and important, as results of friction analysis are useful in overall engine

development activity for improvement of fuel economy and reducing CO2 emissions.

Power Train Engineering (PTE) department of ARAI, with vast experiences in respective fields of engine

development and testing, has established Motoring dyno facility, along with 2 quadrant power control driveS

with accurate control of speed.

Coolant and oil conditioning systems are installed to ensure various boundary temperature conditions

required for friction audit. Oil conditioning system is capable of maintaining temperature control between 40

and 150 oC and coolant conditioning system is capable to maintain temperature control between 30 and 90 oC

with 1 oC accuracy. This ensures accurate measurement of friction power of engine at different desired

conditions. Additionally engine data acquisition system provides accurate acquisition of various temperature

and pressure parameters.

Brief Specification of the Facility

Sr. No. Equipment /facility Range Accuracy

1 Power 60kW @1500 rpm -

2 Speed 0-7500 rpm 1 rpm

3 Torque Max 382 Nm @1500 RPM 0.5 % of reading

4 Temperature Measurement 0 – 200 oC 2 oC

5 Pressure Measurement 0 – 10 bar 0.02 bar

Salient Benefits of the System

Highly accurate torque and speed measurement with ultra-precision HBM make T12 torque flange.

Control of various test boundary conditions with respect to oil and coolant temperature.

One spot assessment of engine friction and its components.

High repeatable performance

Characteristic Cure and Photographs

Friction Measurement Facility at ARAI

Retained Austenite and its Measurement

Introduction of Retained Austenite

Austenite (γ) is a face-centered cubic phase in steels formed at high temperatures. During quenching and

other heat treating operations, austenite can be transformed into other phases such as marten site (body-

centered tetragonal phase, α). Hardening of steels requires heating to an austenitic phase and quenching to

room temperature to produce hard martensitic phase. Austenite is FCC phase that is stable above

temperature of 735° C. Due to incomplete transformation, some austenite is retained at room temperature.

Austenite that does not transform to marten site upon quenching is called retained austenite (RA). Thus,

retained austenite occurs when steel is not quenched to the Mf, or marten site finish, temperature; that is, low

enough form 100% marten site. Because Mf is below room temperature in alloys containing more than 0.30%

carbon, significant amounts of untransformed or retained austenite may be present, intermingled with marten

site at room temperature.

Due to different unit cell sizes of austenite than marten site or ferrite and its metastable nature at room

temperature, whenever given the opportunity, austenite will transform into marten site and along with

dimensional changes it also incorporate great deal of internal stress in a component, often manifesting itself

as a crack.

The role of retained austenite in these microstructures is complex, as it can have both positive and adverse

effects on properties and performance of these steels. Too much retained austenite can result in lower elastic

limits, reduced hardness, lower high cycle fatigue life and dimensional instability. Too little retained austenite,

however, can result in poor fracture toughness and reduced low cycle fatigue and rolling contact fatigue life.

Bearing industry, gear industry and tools and die industries are the ones, who look after the percentage of

retained austenite, however, applications where dimensional accuracy, hardness of component after heat

treatment is involved, also needs to be carefully monitored.

Measurement of Retained Austenite

Retained austenite can be measured by metallography or by x-ray diffraction. Metallography, destructive

technique, can be used to determine retained austenite content only if sufficient quantity is present.

Metallographic point and linear counting methods were tedious and subject to large errors when the retained

austenite content was less than ten per cent. Since austenite is non-magnetic and structural magnetization of

ferrite and marten site are similar, it is possible to determine the amount of retained austenite by magnetic

techniques. However, reliable measurements by magnetic methods are only possible in complete absence of

cementite.

Figure 1: X-Ray Diffractometer at ARAI

X-ray diffraction techniques are commonly non-destructive and can precisely measure retained austenite

concentrations as low as 0.5 percent. Obviously, therefore, x-ray diffraction analysis of retained austenite is

most often the preferred analysis technique. Austenite, due to its structural difference from other phases in

steel, produces diffraction peak at different locations than ferrite and marten site. In simple terms, the amount

of retained austenite can be correlated to the ratio of the integrated intensity of the austenite peak to the

integrated intensity of peaks associated with other phases. Figure 2 shows difference between XRD plots of

samples having different retained austenite. Red plot shows 11-12% RA and blue plot shows less than 1%

RA.

Figure 2: X-Ray Diffraction plots for samples of less than 1% & 11-12 % RA

X-ray diffraction patterns depend upon both crystal structures and amounts of phases present in the sample. If

crystals are randomly oriented, intensity of diffraction peaks produced by each phase is proportional to the

amount of the phase present. Interpretation of x-ray pattern is straightforward and less than 0.5 percent

retained austenite can be detected.

Two-peak method is the quickest method of analysis, however, unfortunately, many variables, such as

preferred orientation, grain size, etc. can significantly affect the results and hence make two-peak

measurement erroneous. Method of Averbach and Cohen in accordance with ASTM is also widely used.

Integrated intensities of austenite (200) and (220), and ferrite (200) and (211) diffraction peaks are measured

on automated diffractometers, providing four austenite / ferrite peak intensity ratios. Use of multiple diffraction

peaks minimizes effects of preferred orientation and allows interference from carbides to be detected.

Facility at ARAI for retained austenite measurement

ARAI has Multipurpose X-Ray Diffractometer of PANalytical make X’PERT Pro model. This is vertical

goniometer powder XRD with scanning range of 5 to 162° 2θ. With X-ray source of Cobalt, Copper and

Chromium, variety of materials can be tested for phase identification, phase quantification, residual stress

analysis, microscopic texture analysis, etc. This equipment is equipped with ICDD database for phase

identification. Figure 1 shows the facility at ARAI.

Figure 3 shows difference between metallographic method and XRD method. Metallographic method results in

retained austenite as 27-28%, which is calculated with image analysis software, however, human intervention

is needed for threshold limit definition. XRD plot of same sample reveals Retained austenite % as 42.6.

Optical microscope image at 1000X magnification. Etchant: Nital 4% (RA % 27-28%)

By X-Ray Diffraction method, % of Retained Austenite = 42.6%

Figure 3 : Results of Metallographic Technique and XRD Technique for Retained Austenite Measurement

Calibration Laboratory at ARAI

Calibration Laboratory at ARAI is well equipped to serve calibration needs of internal as well as external customer. The laboratory is accredited as per ISO IEC 17025 by NABL. It also undertakes turnkey calibration assignments and onsite calibration services covered under NABL Accreditation. The calibration facilities have traceability to National / International level.

Addition of New Facility

To meet customer requirements, new facility for EMC calibration is recently established, which caters to calibration of -

Line impedance Stabilization Network (LISN), Attenuators, Pre-amplifiers, CDN, Connectors

Electrostatic Discharge Generators (ESD)

Combination Wave Generators, EFT generators required for Conducted Immunity Test.

Capabilities of ARAI Calibration Lab

Various Facilities at Calibration Lab

THERMAL CALIBRATION

CMC: Calibration Measurement Capability

A) Primary Calibration

B) Secondary Calibration

Primary Calibration

(Fixed Point Cell) Range CMC (±)

Boiling Point of Ln2 -196°C 0.015°C

Mercury -38.8344°C 0.0049°C

TPW 0.01°C 0.004°C

Gallium 29.7646°C 0.005°C

Indium 156.5985°C 0.0007°C

Tin 231.928°C 0.0058°C

Zinc 419.527°C 0.008°C

Aluminium 660.323°C 0.016°C

Secondary Calibration

Range CMC (±)

-50 to -40°C 0.1°C

-40 to 25°C 0.06°C

25 to 650°C 0.1°C

650 to 1200°C 1.30°C to 1.32°C

20 to 90% RH at 25°C to 40°C 1.50 %RH

SPRTs / PRTs, Thermocouples., RTD Sensors, Environmental Chambers, Temp Baths etc.

Pressure Gauges, Transmitters, Manometers, Vacuum Gauges , Pressure Systems etc.

Micro Balances, Weighing Scales, Fractional Weight Sets, Weights, Load Cells, Torque

Sensors etc.

Sound Level Meters, Accelerometers Calibrators, Microphones, Vibration Analyzer s

etc.

Dial Type Load Gauges, Load Cells , Blow By Meters (Air Media) etc.

Contact / Non Contact Tachometers & Pulse Engine Tachometers etc.

LISN ,CDN ,Attenuators, Pre amplifiers, RF

connectors ,Surge Generators, Combination

Wave Generators, ESD Simulator

Multimeters, Calibrators, Shunt, Oscilloscopes,

Function Generators, Counters, Indicators etc.

MECHANICAL CALIBRATION

A) Comparator Balance B) Mass

Comparator Balance

Range CMC (±)

Up to 22 g 0.006 mg to 0.012 mg

Up to 220 g 0.07 mg

Up to 610 g 0.28 mg

Up to 5100 g 10 mg

Up to 12 Kg 300 mg

Up to 150 Kg 3 g

Mass

Range CMC (±)

1 mg to 500 g 0.0021 mg to 0.3 mg

1 Kg to 5 Kg 2 mg to 5 mg

10 Kg to 100 Kg 200 mg to 1 g

1 mg to 500 g (E2 Class ) Weight Set

Calibration Facility newly added

C) Pressure

Pressure (at Lab and Onsite)

Range CMC (±)

0 to 1000 bar g 0.016% rdg

0 -250 mbar g 0.1 mbar

0 – 25 bar g 0.014% rdg

0 – 2.5 bar A 0.013% rdg

-250 mbar to 0 mbar 0.1 mbar

-0.1 to -1 bar g 0.016% rdg

D) Acceleration

Accelerometer @ Lab (Piezoelectric, Piezo

Resistive, Capacitive, etc.)

Range CMC (±)

Accelerometers

( 0.1 to 10 g )

( 3 Hz to 10 kHz )

0.8% to 1.8%

Vibration Shakers, Exciters ( 0.5 g to 10 g)

( 10 Hz to 10 kHz ) 1.28% to 1.44%

Vibration Meters for Acceleration

(0.5 g to 10 g )

for Displacement (0.01 mm to 5 mm )

(10 Hz to 5 kHz) 2.06%

E) Sound Level

Sound Level

Range CMC (±)

31.5Hz to 16 kHz At

94 dB

0.3dB to 0.6 dB

F) Speed

Speed Calibration

Range CMC (±)

Non- Contact Mode

100 to 10000 rpm

2 rpm

Contact Mode 100 to

5000 rpm

2 rpm

ELECTRO TECHNICAL CALIBRATION

DC & AC Voltage 100 µV to 1000 V & 1 mV to 1000 V (10 Hz to 300 kHz )

DC & AC Current 10 µA to 20 A & 10µA to 20 A ( 10 Hz to 5 kHz )

Resistance 1 Ω to 1GΩ

Discrete Standard 25 Ω, 100 Ω, 300 Ω & 400 Ω

Thermometer -250 to 1768°C

RTD -200 TO 850°C

Capacitance 3 nf to 30 mf

FLUID FLOW CALIBRATION

A) Blow-by Meter

Blow-by Meter (Air Media)

Range CMC (±)

10 to ≤ 30LPM 1.5%

> 30 to ≤ 100LPM 1.05%

> 10 to ≤ 200 LPM 1.02%

B) PLU Calibration (Non-NABL Facility)

Fuel Flow Meter Calibration ( DFL & PLU )

Range CMC (±)

1 Lph to 50 Lph 0.3% rdg

LOAD CELL CALIBRATION

Range 0 to 100kN : Compression and Tension Mode

UTM MACHINE CALIBRATION

Range 0 to 100kN : Compression and Tension Mode

STEERING TORQUE CALIBRATION

Range 100 Nm to 1000 Nm

ARAI – Forging Industry Division specializes in carrying out failure analysis and residual stress measurement

of various automotive / non-automotive components by available state-of-the-art in-house facilities and

equipment. Systematic approach of failure analysis has provided root causes of failures and remedial solutions

to be adopted in process to avoid such incidents in future.

Case 1: Failure Analysis of Wheel Drum

In typical failure analysis of wheel drum casting multiple discrepancies such as presence of shrinkage porosity,

lower Hardness and tensile strength and deviations in dimensions at failure locations lead to failure. It was

recommended to improve casting process at various stages to avoid failure of component.

Shrinkage Porosity seen in X-ray Radiography Porosity seen in Microstructure

Case 2: Failure analysis of Support Bracket

Failure analysis of support bracket showed presence of shrinkage porosity at multiple locations near and at

mounting holes from where fracture initiated. Deviation in dimensions and lower Tensile & Yield strength also

observed. Microstructure showed lower nodularity which decreased strength of component.

Fracture starting from mounting hole Shrinkage porosity seen in X-ray radiography

Quantification of nodularity by image analysis showing less nodularity of bracket

Shrinkage

Porosity

Failure Analysis and Residual Stress Measurement Facilities at ARAI – Forging Industry

Division

Case 3: Failure Analysis of Leaf Spring

Another case of failure analysis on leaf spring, showed prominent presence of surface imperfections (in the

form of parallel lines/rolling marks) on surface along with presence of tensile and lower magnitude of

compressive residual stresses, which lead to failure of leaf spring by fatigue. It was recommended to improve

surface finish of final component and improve shot peening process parameters to induce higher magnitude of

compressive residual stresses.

Surface imperfections (in the form of parallel lines/rolling marks)

Along with various metallurgical testing, residual stress measurement is gaining significance and is very useful

to anticipate multiple functional parameters, for improving product quality, safety and reduce catastrophic

failures in components. Characterization of residual stresses, along with routine quality check, is gaining

importance with increased demand from OEMs and Tier 1 and 2 suppliers to assure component quality,

durability and avoiding premature failures in service.

ARAI-FID is equipped with portable residual stress analyzer of Proto (Canada) make, which works on principle

of X ray diffraction and Bragg’s Law. Multiple automotive and non-automotive components can be analyzed to

know change in residual stress pattern w.r.t. various processing and critical areas, which may attribute to

failure. In the hydro-formed steel shell shown below, residual stress pattern is analyzed to stresses near and

away from failure locations.

RSA on steel shell for defence application

ARAI–FID has residual stress analyzer of make, iXRD, which is in continuous usage for analyzing various

components such as Gears, Crankshafts, Connecting rods, Axle shafts, Brackets, Compressor Valves, Leaf

Springs, Heavy Engine Blocks, etc. and more than 3000 measurements are taken per year by serving around

50 different customers.

Virtual Calibration Facility at Virtual Calibration Centre (VCC)

Developments for BS VI and TREM IV / TREM V require significantly higher calibration efforts as well as

development time due to complex engine and after-treatment controls. Development has to pass through

concept definition, detailing, prototype development and calibrations for engine-out basis steady-state and

transient emissions, after-treatment, OBD, Vehicle level performance, Off-cycle emissions, including RDE, etc.

This calls for long duration occupancies on high end Engine and Chassis Dynamometers followed by

extensive Field Trials.

Virtual Test Bed facility at ARAI Virtual Calibration Centre (VCC) is aimed at significant reduction in the BS VI

and beyond development time and resource requirements. In the Virtual Test Bed based calibration physical

engine, after-treatment and vehicle are replaced by advanced real time models. Calibrations can be done for

engine and vehicle level emissions. The system can be used for complete development i.e. from concept

investigation, emissions calibration, OBD calibration, vehicular performance to field trials including ambient,

altitude and Real Drive Emissions evaluations, etc.

ARAI Virtual Calibration Facility

Virtual Calibration Portfolio

ECU, with certain maturity achieved with virtual calibration, can be directly taken-up for real testing on engine

dynamometer, chassis dynamometer and in the field, gives significant advantage with reduction in

requirement of real testing. In addition to reduction in real testing time and prototype component development

efforts, this provides advantage of improved calibration quality because of high reproducibility and good

extrapolation capability. The facility can configure engine and after-treatment devices. It can be used for all

category / application engine and vehicle calibration. Besides Diesel and Petrol engines / vehicles, it can be

used for engines with alternate fuels and hybrid vehicles.

Advantages of virtual calibration -

Improved calibration quality with high repeatability and excellent extrapolation quality

Calibration independent of weather condition, location and prototype availability

Minimized usage of expensive test facilities

Faster time to market

Reduced fuel consumption leading to reduction in CO2 emission

Services are offered for developments of products for stringent emission level compliance demanded by BS

VI, TREM IV / TREM V, etc. and aiming at reduced number of prototypes. The virtual calibration facility is

integration of ARAI’s expertise in Simulation and Hardware-in-loop (HiL) testing, and experience in Calibration

with following unique advantages of ARAI as a Development Partner –

Strong competency and thorough experience in building predictive plant models

Calibration expertise for wide range of engine, after-treatment and vehicles with different fuels

Expertise in hardware-in-loop integration and calibration

NABL certified engine test cell facilities for acquiring accurate input data

One stop solution from concept investigation to real world emission calibrations

In line with National Electric Mobility Mission and thrust of Government of India on Electric Mobility, rapid

growth in Electric Vehicle development is envisaged in India. ARAI has set up Centre of Excellence (CoE) for

Electric Mobility to support automotive industry for development, evaluation and certification of Electric

Vehicles. It is essential to have convenient and safe infrastructure for charging electric vehicles. Availability of

infrastructure is a major factor in consumer acceptance.

ARAI is ready with all requisite facility and competency for providing complete support for development,

validation and certification of these chargers as per various National / International standards like AIS 138,

IEC 61851, Bharat EV AC-001, Bharat EV CD-001, etc. Apart from physical verification, following important

activities are involved in compliance to Bharat EV AC-001, Bharat EV CD-001.

1.0 EV to EVSE Communication and Interoperability for Bharat EV Charger- DC001

ARAI has developed simulator for simulation of

Electric Vehicle environment for offline testing of

Charging Station. With the help of this simulator,

validation of protocol can be done with multiple use

cases to ensure interoperability of DC charger.

2.0 Characteristics and operating condition for AC/DC chargers

Environment Requirements

a) Ambient Temperature Range: 0°C to 55°C as per

11.11.1.2 of AIS 138 Part 1

b) Ambient Humidity: 5% to 95% as defined in

Section 11.2 of AIS 138 Part 1

c) Storage temperature: 0 to 60°C

Evaluation of Electric Vehicle Conductive Charges (AC/DC)

Mechanical Requirement

a) Ingress Protection: The minimum IP degrees for

ingress of objects is IP 54

b) Mechanical Impact: As per IEC 61851-1 Section

11.11.2

c) Mechanical Stability: As per section 11.11.2.2. of

AIS 138 Part 1

Electrical Protection Requirements

a) Earth Presence Detection (Socket-EVSE)

b) Earth Continuity Check (EVSE-EV)

c) Over Current and Short-Circuit Protection

d) Leakage Current Protection (RCD)

e) Dielectric Withstand Voltage

EMI / EMC Testing

a) Immunity to electrostatic discharge

b) Supply voltage dips and interruptions

c) Fast transient bursts

d) Voltage surges

e) Radiated Emission (Only for DC charger)

3.0 EVSE – CMS Communication for AC/DC Charger

EVSE should be able to communicate with CMS

using Open Charge Point Protocol (OCPP) 1.5 or

higher versions compatible to OCCP1.5.

a) Communication interface: Reliable Internet

connectivity

b) It should authorize the operation, before electric

vehicle start or stop charging. EVSE should

respond to CMS for the queried parameters.

Reservation, cancellation addition and deletion

of EVSE should be possible from CMS.

c) Metering: Grid responsive metering as per units

consumption of the vehicle.

Introduction

Today Forging and Heat treatment process has become a science which was earlier considered as art. To

manufacture high strength component with optimal cost, heat treatment process optimization is vital.

Component heat treatment cycle is normally decided by standard thumb rule. Quantification of the effect of

time, temperature and its rate (i.e. cooling and heating) is seldom analyzed for heat treatment optimization. In

this article transformation temperatures are quantified for different thermal cycle using dilatometry technique

and the ideal hardening temperature is identified for 40Cr4 material.

One of the major areas to reduce the cost of the vehicle is to reduce component production costs and this can

be achieved if significant energy is saved during the manufacturing process. There is a huge potential in

developing cost effective production technologies in India without compromising the technical requirements.

Forging and heat treatment of steel components are major energy intensive processes in the production

cycle. In today’s scenario heat treatment cycle in forging industries is designed through trial and error/thumb

rule/experience/literature. Introduction of new materials and also chemistry modified materials is common.

Saving of a few kWs in the process can translate into a larger increase in energy efficiency because of the

'mass-production effects' and this leads to huge cost saving. This will be useful for the Indian manufacturing

industry, which is undergoing a major paradigm shift in terms of its production capacity and also implementing

new technologies.

Quenching Dilatometer

Dilatometry technique is used for the study of phase transitions in a material by measuring its linear strain.

Strain occurring because of microstructural changes is one of the important parameter used in studying the

phase transformation. This technique is aimed at establishing direct link between discrete values of strain and

specific microstructure constituents in materials. Continuous Cooling Transformation (CCT) and Time

Temperature Transformation (TTT) curves are obtained as the output.

The test specimens are held between the two push rods of the dilatometer. The sample is heated by

induction principle. Cooling is achieved by a combination of controlled reduction in the heating current and

injection of helium gas onto the sample. Dimensional change is measured along the longitudinal axis of the

sample and temperature change is measured by means of thermocouple welded to the surface of the sample

midway along its length. Refer Fig 1 for a typical sample. ASTM Standard A1033-10 gives the procedure for

quantitative measurement and reporting of hypo eutectoid carbon and low-alloy steel phase transformations.

40Cr4 is used as a typical material for studying the effect of hold temperatures and different cooling rates and

also for the determination of critical temperatures i.e. austenite start and finish temperatures. Quenching

dilatometer facility is available at ARAI

Fig 1: RITA L78 Quenching Dilatometer, Make: - Linseis GmBH, Germany

.

Manufacturing Process Parameter Design by Dilatometry Technique

International Transportation Electrification Conference (ITEC) India 2017

Future of the Transportation Sector is poised for a transformation, primarily driven by regulations and demand

for more efficient vehicles. Globally, the automotive industry is gradually shifting towards Hybrid and Electric

Vehicles (EVs) due to environmental challenges and energy concerns. In line with the global developments,

the need for electrification of the automotive industry in India is also well recognized. A significant step in this

direction has been Government of India’s 2030 Electrification Vision. Combination of regulatory support from

the Government in promoting EVs, and efforts by the industry to meet the challenge and use the opportunity

so created will go a long way in implementing this vision.

ITEC INDIA 2017 organized from 13th to 15th December 2017 by ARAI in association with SAEINDIA and

IEEE Industry Applications Society at Pune; was a step in this direction to deliberate on issues which will

facilitate smooth transition from conventional vehicles to advanced electrified vehicles. With deliberations

focusing on components, systems, standards, grid interface technologies, efficient power conversion for all

types of electrified transportation; ITEC INDIA 2017 has added momentum to our journey of resetting the

future of mobility through an efficient and appropriate Electric Vehicle Ecosystem.

ABOUT ITEC INDIA 2017

ITEC India is a biennial event focused on e-mobility and electric vehicle technology. ITEC India 2017 was

jointly organized by SAE India, IEEE IAS and ARAI. The event was supported by Ministry of Heavy Industries

and Public Enterprises, Govt. of India and Bureau of Energy Efficiency. ITEC India 2017 was the second

edition of ITEC in India, after ITEC India 2015 organized in Chennai in August 2015. In its second edition

itself, ITEC India 2017 set new benchmark in all aspects.

Key highlights of ITEC India 2017 are 120 technical papers presented by experts from industry, research

organizations and academia alike; with representation from 14 countries. Over 30 keynotes were presented

by eminent speakers from across the globe. The three day event also featured a panel discussion with

eminent people representing different sectors such as vehicle manufacturers, research organizations, testing

organizations, academia, etc. Theme of the panel discussion was “Electric Vehicle Ecosystem – Resetting

the Future of Mobility”.

Concurrent exposition featured over 35 stalls displaying different products, technologies, services, etc., with

participation from Indian and international organisations alike, in the field of e-mobility. Prominent exhibitors in

the exposition were AVL, Horiba, Honda Cars, Siemens, ABB, Asia Electric, A Raymond, Tata Consultancy

Services, Greenfuel Energy, Sun Lectra, Dynafusion, etc. representing different products & service areas

such as electric/hybrid electric vehicle manufacturers, battery swapping solution providers, simulation tool

providers, traction motor manufacturers and suppliers, chargers, etc. The key highlight of the exposition was

participation of numerous Indian organisations working in and providing indigenous products and solutions.

Another highlight of the event was display of electric vehicles, with the participants getting a chance to interact

with and get a feel of the vehicles.

The conference was inaugurated at the hands of

Dr. Abhay Firodia, President SIAM & Chairman Force

Motors, in the presence of Mr. Doug Patton, President

SAE International, Dr. Tomy Sebastian, President

IEEE IAS, Dr. R K Malhotra, President SAE India and

Mrs. Rashmi Urdhwareshe, Chair Steering Committee

ITEC India 2017, Director ARAI and Vice President

SAE India.

Inauguration By Dr. Abhay Firodia, President SIAM & Chairman Force Motors

Shri Anant Geete, Hon’ble Minister, Ministry of Heavy Industries and Public Enterprises, Govt. of India, was

the Chief Guest at the Valedictory Function. ARAI’s E-Mobility Center of Excellence was also launched at the

hands of Shri Anant Geete during the Valedictory Function.

Dignitaries at the Valedictory Function

Inauguration of ARAI E-Mobility COE

Visit of Dignitaries to Exposition

Visit of Dignitaries to Vehicle Display

Significance of ITEC India 2017 lies in the fact that three different organisations, representing three different

domains viz.; IEEE from the electrical domain which dominates electric powertrain, SAE from the mobility

engineering domain and ARAI from the automotive engineering, involving different domains, regulations,

testing and validation and technology application area;, coming together to deliberate and discuss different

aspects, challenges, opportunities and solutions for affordable and effective electrification of road vehicles in

India taking into consideration different aspects of the complete ecosystem involved.

ARAI Crash Lab Gets Busy with Certification, Developmental, Validation and Benchmarking

Crash Testing Services

Introduction

ARAI inaugurated new Crash Test facility on 4th January 2016 at its Homologation and Technology Centre

(HTC), Chakan.

Capable of conducting variety of crash tests such as Frontal, Side, Rear, Pole Side Impact, etc.

Correlation exercises carried out with more than six leading global test centers.

Facility accredited for ISO/IEC 17025 by National Accreditation Board for Testing and Calibration

Laboratories (NABL)

On 27th October 2017, ARAI celebrated milestone of 100th crash test.

More than 135 crash tests carried out for both domestic as well as foreign customers.

Spectrum of Testing

*As per draft protocols of proposed Bharat NCAP

Enhanced Capabilities for Developmental Crash Tests

New safety regulations and increasing customer demands are driving manufacturers to revamp vehicle

and component designs.

This has led to increase in developmental and validations testing needs.

ARAI has procured specific instruments and softwares in addition to NATRiP consignment, with

functionalities over and above those required for certification tests.

ARAI has always been flexible to consider procurement of any specific equipment / instrument as per the

need of development projects wherever it is feasible.

Various Stages where ARAI can partner with customers to provide testing services

Summary of Facilities, Equipment and Instrumentation in Passive Safety Lab of ARAI

Equipment / Software Application

3D CMM with Scanner attachment Deformation study of vehicle.

Advanced motion analysis software Study of dummy and vehicle kinematics.

Advanced Injury Analysis with NCAP

calculation modules

Detailed analysis, comparison of different tests,

NCAP calculation and comparison.

High speed cameras - Miniature on board /

off board

Underbody, top, onboard and various other views

can give more information per test.

Miniature onboard LED lighting system Small size light heads to illuminate intrinsic areas Ex.

For Pedal movement, seat slider etc.

Tear Down of vehicle – pre and post test Competent for complete vehicle tear down for

structural/component analysis.

Dedicated customer preparation rooms Complete confidentiality right from vehicle entry to

exit from Lab.

Vehicle Scrap Dismantling of all parts, defacing and scrapping of

entire vehicle.

Static rollover facility For post-test fuel leakage assessment.

Total number of channels available for

acquiring onboard data

In addition to dummy channels additional channels

related to sensors mounted on vehicle can be

acquired.

Accelerometers All types of developmental tests such as Airbag

sensor calibration, restraint system evaluation crash

tests, etc.

Current sensors

Voltage sensors

Airbag pressure sensor

Belt displacement sensor

Gyro sensors

Webbing load cell

Event switches

Instrumented dummies:

HIII 50th %tile, HIII 95th %tile, HIII 5th %tile

ES2, ES2 Re, Q-series family (Child

Dummy), P3 Child Dummy, SIDIIs, BIORiD II

As per the standard, NCAP, developmental or

customer requirements.

Ballast Dummies:

HIII 50th %tile, HIII 95th %tile, HIII 5th %tile

Full-fledged Dummy Calibration Facility In house dummy calibration facility

Electric / Hybrid Vehicle Crash Testing

With the global shift towards electric mobility on a mass scale, OEMs are introducing more Electric and

Hybrid Electric vehicles into the market.

Present norms have been amended in 2016, to include additional post-crash electrical safety

assessment.

Already conducted several crash tests for vehicles with voltage more than 60 VDC - Crash test with

evaluation as per additional Electrical requirements.

The facility is equipped with electrical safety equipment such as ARC / Flame resistance overall (clothing)

and insulated tools for conducting EV and HV crash testing.

ARAI is geared up to support Automotive Industry to move towards electrification of vehicles.

Setting up Environment Research Laboratory (ERL) for focused Research in the field of

Environment Pollution Control

With the advent of rapid urbanization, transportation requirements have increased manifold in the recent

years and is likely to be ever-increasing in the years to come. As a result, automobiles have become one of

the major contributors to air pollution throughout the country. It is, therefore, imperative to carry out focused

research in the field of vehicle exhaust and air quality to have better judgment of the sources, mechanism of

pollution caused by automobile exhaust and its impact on ambient air using scientific tools and techniques.

Renewable energy sources, such as ethanol / methanol blended fuels, which can offer certain widespread

socio-economic benefits including value addition to agriculture feedstock in addition to reduction in

dependence on foreign crude. However, thorough evaluation of such alternate fuels for their impact is

warranted before utilizing them as an automotive fuel.

ARAI’s Environment Research Laboratory (ERL) is set up to conduct applied research and evaluation in the

field of vehicle exhaust, ambient air. It provides crucial services for ambient air monitoring and testing of

pollutants for assessment of levels and identification of polluting sources.

ERL undertakes project to understand challenges with the use of alternate fuels on material compatibility,

emissions and performance. It endeavours to provide services for air quality measurement and control for

non-exhaust emissions generated from vehicles.

ERL is equipped with state-of-the-art facility for air quality and vehicle exhaust monitoring and analysis of non-regulated pollutants, evaluation of different fuels and has competency in analysis and evaluation in following areas to combat growing pollution woes.

Major landmark achievements through project of National Importance

Source apportionment of particulate matter for Pune city, Delhi, NCR and a Coal Field in India.

Development of Emission factor for Indian in-use vehicles

Source profiling of Vehicle Exhaust Emissions

Material compatibility of Ethanol blended fuel (E10 and E20) for its use as an automotive fuel

Prospective Work Areas for future

ERL endeavours to conduct

applied research in the field of

ambient air management, vehicle

exhaust, indoor air quality and

vehicle cabin-air for protection of

environment and improvement in

the quality of precious human life.

FORM TALYSURF-i-Series – Surface Roughness & Contour Measuring Instrument

System for Contour and Surface Finish Measurement now at ARAI

The ‘Form Talysurf i- Series’ is a high accuracy instrument capable of simultaneous surface finish and contour

measurement. The system’s low noise axes and high resolution gauge ensures measurement integrity with

choice of gauge ranges providing versatility for variety of applications.

Application:

Powerful Software for analysis of surface finish and form, ideally suited for automotive components as well

non-automotive components.

Parameters

More than 28 primary roughness parameters and 24 waviness parameters, which covers all engineering

applications surface finish and contour analysis.

Full traceability to international standards.

Technical Specifications

Model: Form Talysurf i - Series Make: Taylor Hobson, UK

Vertical Column Movement: 450 mm Max. Horizontal Tracing length: 120 mm

Surface Roughness Vertical Measuring range: 1 mm Surface Roughness Accuracy: < 0.25 µm

Contour Vertical Measuring range: ± 14 mm Contour Measurement Accuracy: ± 0.0033 mm

Symposium on International Automotive Technology, 2019 (SIAT 2019)

Symposium on International Automotive Technology (SIAT), widely acclaimed by global automotive fraternity,

is a benchmark biennial international event, organized by ARAI, that serves as a platform for exchange of

ideas and brainstorming for the automotive industry, with participation of eminent worldwide experts in various

automobile arenas.

We are delighted to announce forthcoming edition of SIAT, viz. SIAT 2019, the 16th in the series, being

organized by ARAI, in association with SAEIINDIA, NATRiP and SAE International (USA), at Pune (India),

from 16–18 January 2019.

Theme of SIAT 2019 is “Empowering Mobility – The Safe & Intelligent Way”.

SIAT 2019 will focus on recent advances in various automotive areas,

such as Safety, Emissions, Engines, Noise, Electric Mobility,

Electronics, Intelligent Transportation, Vehicle Dynamics, Materials,

Alternate Fuels and Simulation and Modelling. It will also bring to fore

innovative ideas and solutions in automotive technologies to meet

future challenges.

SIAT 2019 will witness presentation of over 200 technical papers,

including 40 keynotes, on various subjects by renowned experts world

over. Apart from Symposium proceedings, Technical Reference

Bulletin, containing technical articles, case studies and product

information, will be published and will be a part of delegate kit.

Over 1,500 delegates, representing around 20 countries, along with professionals, engineers and

academicians, are expected to attend the Symposium.

New Venue

Hitherto, all earlier SIATs were held in ARAI

premises (in Pune). However, considering the

caliber and status of SIAT and due emphasis on

ambience, central location, accessibility and ample

space, SIAT 2019 and SIAT EXPO 2019 would be

held at fresh scenic location, viz. Oxford Golf Resort

– Hill Top, Mumbai- Bangalore Highway, Bavdhan,

Pune 411 045.

Programme of SIAT 2019:

Topics:

Total below mentioned 22 topics are identified for presentation of papers and keynotes:

1. Active & Passive Safety 2. Advanced Driver Assistance Systems (ADAS) 3. Advanced Powertrain Technology 4. Advanced Vehicle Dynamics 5. Agricultural Tractors 6. Alternative Fuels 7. Autonomous Vehicles 8. Construction Equipment Vehicles 9. Electric &Hybrid Electric Vehicular Technology 10. Emission Measurement & Control Technology

11. Harmonization of Regulations 12. Intelligent Transportation Systems (ITS) 13. Materials & Manufacturing 14. Noise, Vibration & Harshness (NVH) 15. Public Transportation Systems 16. Simulation & Modelling 17. Structural Reliability 18. Testing & Evaluation Techniques 19. Tyre Technology 20. End of Life & Recycling

Awards:

SIAT EXPO 2019:

SIAT EXPO 2019, being organized concurrently, would offer an appropriate platform, facilitating spectrum of

national / international companies to showcase automotive technology, products as also automotive testing /

validation tools, engineering services.

The exposition will attract automotive OEMs, Tier-I/II/III suppliers, CAD/CAM/CAE tool providers, technologists, engineering service providers and test agencies, along with India’s finest automotive industry SMEs. Exhibitors will showcase new products, technologies and services, while providing information to potential business partners worldwide, including clients, distributors, exporters, importers, manufacturers and suppliers.

SIAT EXPO 2019 will be an excellent platform for promotion of national / international business, networking and dissemination of information.

SIAT 2019 Website

Please visit website : < http://siat.araiindia.com >, for more details about SIAT 2019 and SIAT EXPO 2019.

Mrs. Rashmi Urdhwareshe, Director, ARAI

director@araiindia.com

The Automotive Research Association of India

Survey No. 102, Vetal Hill, Off Paud Road, Kothrud, Pune 411 038 (India) Tel.: +91-20-3023 1101, 3023 1111 Fax: +91-20-3023 1104